Driving control for motor vehicles



Nov. 19, 1935. F. w. JARVIS DRIVING CONTROL FOR MOTOR VEHICLES FiledAug. 7, 1955 4 Sheets-Sheet l INVENTOR: FRANKLIN W. JARVIS.

ATTORNEY NOV. 19, 1935. I w y s 2,021,859

DRIVING CONTROL FOR MOTOR VEHICLES Filed Aug; '7, 1935 4 Sheets-Sheet 2INVENTOR'. I FRANKLIN W. JARVIS ATTORNEY.

Nov. 19, 1935. F. w. JARVIS 1,

DRIVING CONTROL FOR MOTOR VEHICLES I Filed Aug. '7, 1953 4 Sheets-Sheet5 I g-gmmm I INVENTOR: FRANKLIN w. JARVIS.

' BY WM ATTORNEY.

F. w. JARVIS 2,021,859

Filed Aug. 7, 1955 4 Sheets-Sheet 4 F I G. 5.

Q s O l A, T V .F m Q &3 2.7 V mm :5 Wm: 2 rl l H nia 2 W il L A. N HYI. a U m K .7 mm r I ANA .wm. R H W /00 W a 6 F B DRIVING CONTROL FORMOTOR VEHICLES Nbv. 19, 1935.

ATTORNEY.

Patented Nov. 19, 1935 UNITED STATES PATENT OFFICE DRIVING CONTROL FORMOTOR VEHICLES Franklin W. Jarvis, Oakland, Calif. Application August 7,1933, Serial No. 684,029

6 Claims.

This invention relates to driving controls for motor vehicles and moreparticularly to a combinedbrake and throttle control.

The principal object of the present invention is V to control both theengine throttle and the brakes the braking operation is completed.

Another object is to render the control adaptable to any of the severalbraking systems now in use.

A further object is to render the control unit inexpensive and compactin design and reliable in' operation. 7

Other objects and advantages appear as this description progresses.

In this specification and the accompanying drawings, the invention isdisclosed in its preferred form. It is, however, to be understood thatthe invention is not limited to this form because it may be embodied inother forms within the purview of the claims following the description.

In the accompanying four sheets of drawings:

Fig. 1 is a side elevation, partly in vertical section of a control unitconstructed in accordance with this invention. I

Fig. 2 is a similar'view of the same in position for braking.

Fig. 3 is a similar view of. the same during the braking operation.

Fig. 4 is a transverse vertical section of the same taken along the lineIIIIII in Fig. 1.

Fig. 5 is a similar view of the same taken along the line IVIV in Fig.1.

Fig. 6 is a diagrammatic view in side elevation of the control unitapplied to a motor vehicle.

In detail, the construction illustrated in the drawings comprises theusual horizontal floor board I, with the inclined foot board 2 risingfrom the front end thereof.

central opening 5 therethrough. The arms 66 extend downwardly from thebracket 3 and are The bracket 3 is secured to the foot board 2 by thescrews 4-4 and has the.

has the bifurcated arm II extending downwardly therefrom and pivots onthe bolt I2 extending between the upper endsof the levers 8-8. The pedalI0 is shaped to be comfortable to the operators foot and has theprojection I3 thereon ar- 5 ranged to be engaged by the operators heelfor convenience in working the pedal. The flange I4 prevents accidentaldisplacement of the foot and assists the foot in operating the pedal.

Arubber tread such as I5 may be provided in 10 accordance with the usualpractice.

The lug I6 depends from the forward end of the pedal Iii and has the pinI1 projecting laterally therefrom. The throttle control lever I8 extendsthrough the foot board 2 and has a fiat end 15 adapted to be operativelyengaged by the pin I1. The lever I8 is fixed on the cross rod I9 whichis connected to the engine throttle as suggested in Fi 6.

The brakecontrol lever 20 is pivoted on the 20 shaft 7 between thespaced arms 6-6 and has the downwardly extending arm 2I which is engagedby the clevis 22 on the end of the rod 23. This rod can be arranged tooperate any of the usual braking systems. In the present instance, it is25 adapted to operate mechanical brakes as diagrammatically illustratedin Fig. 6.

The upper end of the brake control lever extends laterally at 24 and hasthe guide slot 25 therein, the forward end of which curves downwardly at30 25. The roller 26 is mounted in the lower end of the bifurcated armII and is confined within the guide slot 25. The roller rests in thedepression 2! in the guide slot when the control unit-is in theaccelerating position illustrated in 85 Fig.1.

' The floating lever 28 has a pair of arms 29 which are connected to thelower end of the bifurcated arm II and depends therefrom. The pressurepin 30 is mounted in suitable lugs on the floating 40 lever and isadapted to impinge upon the side of the brake lever 20 near its pivot.The roller 3| is mounted between the lower ends of the levers 8-8 and isarranged to engage against the floating lever 28.

The invention operates substantially as follows: The control unit asshown in Fig. 1 is in its primaryposition with the pin Il 'operativelyengaging over the end of the throttle control lever. Pressure of theball of the operators foot swings the pedal on its pivot I 2 anddepresses the forward end thereof to operate the throttle lever I8. Thedepression 21 in the guide slot 25 is shaped to approximate an arcstruck from the center I2. The roller 26 thus moves idly in thedepression during the accelerating operation without affecting theposition of the brake lever 20.

The levers 8-8 remain stationary during the 5 accelerating operation.Accidental forward movement of these levers 8-8 is prevented by theroller 26 looking against the raised forward portion of the depression21.

It has been found preferable to space the pedal 10 It from the driversseat the usual distance of the conventional accelerator pedal. The pedal18 should be but slightly tilted with respect to the foot board 2. Thisenables the foot to as..- sume a comfortable and effective position foracceleration.

The control unit is advanced into thebraking position shown in Fig. 2 byfirst tilting the pedal is backward on its pivot l2. The flangellrcooperates with the operators heel to facilitate the 0 raising of theforward end of the pedal. This swingsthe roller 26 laterally out ofthe'arcuate' depression 21. V 7

The tilting of the pedal II] also removes the-pin ll from contact withthe lever I8 thus completely .5 disengaging the control. unit from theengine throttle during the braking movement.

The movement of the roller 26 forces the floating lever 28. which ispivoted thereto,.angularly against the fixed fulcrum 31 and pries thebrake 30, control lever 20 outward as shown in Fig. 2. The brake rod 23is thus drawn for-ward sufiiciently far to take the slack out of thebrake mechanism as a preliminary to the actual application of thebrakes. The swinging of the brake lever 28 also 35-.-advances the roller26 to the commencement of 'the downwardly curved portion 25' of theguide slot.

It is to be noted that the preliminary move.- ment of the pedal I0 is ina direction reverse to that of acceleration. This insures againstunintentional application of the brakes.

The tilting. of the pedal l-ll toraise theforward end thereof brings thepedal to a position analogous to the elevated position. of the brakepedal 5 in the conventional controls. This facilitatesv the exertion ofsufiicient physical power against. the pedal to effectively operate thebrakes.

The brakes are; applied by pressing the pedal 88, straight forward tomove. the roller 26 along.

50, the downwardly curved portion 25 of the guide slot. This swings thelevers; 8.-8; on their pivot 9 and synchronously tilts the pedal IDdownward. on its pivot l2.

The, movement of the levers, 8-8: presses. the;

55 roller 3 against the floating; lever 28,. This further swings thebrake control lever 20 on itspiv. ot in the conventional manner..I-twillv be observed that the preliminary braking. movement of the pedalIt! raises the floating lever 28 up- 60, ward (compare Figs. 1 and 3).This-moves the pressure pin 30 outward from the pivot I of the brakecontrol lever. This increases the leverage exerted against, the brakecontrol, lever by the roller 3|.

5, The synchronous tilting of the pedal I0 on its pivot I2 isautomatically effected by the brake control lever-28 swinging onitspivot and later.- ally moving the roller 26. which is confined in thedownwardly curved portion 25' of the guide slot.

7 The lateral swing. of. the roller 26 moves the floating lever 28 whichis hingedv thereto. The roller 3| resists any. downward. movement of thefloating lever 28., (see Fig. 3). This, converts the arm ll andJthefloating lever into atogglefjoint.

751 which operates to forcefully. engagethe pin 30 against the side ofthe brake control lever 20. The consequent movement of the brake levercompletes the application of the brakes. The relatively powerfulleverage obtained by the toggle joint assures the accurate applicationof the 5 brakes with the minimum of physical effort.

The control unit is restored to its initial position, as shown in Fig.1, by removing the foot pressure from the pedal 19. The usual springtension, of the brake mechanism. as indicated at 10 23 will thenrestorethe brake control lever to its normal position. This forces the roller26 upward out of the curved portion 25 of the guide slot and returns thelevers 88 to their initial position. The. pedal. I50 is then restored toits 15 original positionv with the roller 26 resting in the arcuatedepression 21. The pin l1 re-engages the. endof thethrottle lever l8preparatory to acceleration.

Having thus described the invention, what is 20 claimed and desired tobe secured by- Letters Patent is:; V

1. A control for. motor vehicles including; brake and; throttle controlmembers, a mounting;; a foot pedali pivoted on saidmounting and having25 an arm extending: therefrom; a floating lever pivoted on said arm andarranged to operate saidbrake control member; and means. actuated: by;said; pedal adapted to. operatev said throttle. control member anddisengageable therefrom'30: during the; braking, operation.

2. A control for motor vehicles. includingzbrake; andv throttle; controlmembers, a bracket; a lever mounted. onsaid bracket; a; pedal pivotedonsaid lever and having an arm extending therefrom; a floatinglever'pivoted. on said arm and adapted tooperatively engage saidi brake.control member; and means actuated by said pedal for op.- erating saidthrottle: control. member and disengageabl'es therefrom during thebraking; opera.- 40,.

tion.

3;. A'controlfor. motor vehicles including brake and throttle controlmembers, a bracket; a. lever mounted on; said. bracket; a. pedalpivoted. at the. upper; end of saidlever and. having an arm extendingtherefrom; afloating lever. pivoted on said; arnn and interposed betweenthe. lower end, of. said; lever and said. brake control. member; andmeans actuated by said pedal for operating saidithrottlecontrolmemberand disengageable 5 therefr-om; during the braking operation.

41. A. control for-motorvehicles including brake and throttle controlmembers, a bracket; a lever mounted on said bracket; a pedal pivoted onsaid lever and having an arm extending there-- 551 from; said brakecontrol member having a guide slot therein; a roller on said armconfined in said guide slot; a floating lever pivoted on said arm andadapted to operatively engage said brake control member; and meansactuated by said pedal for operating said throttle controlmember anddisengageable therefrom during the braking operation.

5. A control for-motorvehicles including brake and throttle controlmembers, a bracket; a lever mounted on. said' bracket; a pedal. pivotedon. the upper end of said lever and having an arm extending therefrom;said brake control member having. a guide slot therein; a roller on saidarm confined in said. guide slot; a floating lever pivoted. on said armand. interposed between the lower end of said lever and said brakecontrol member; andmeans actuated by said pedal for operating said,throttle control member and dis- 15;

engageable therefrom during the braking operation.

6. A control for motor vehicles including brake and throttle controlmembers, a bracket; a. lever mounted on said bracket; a pedal pivoted onsaid lever and having an arm extending therefrom; said brake controlmember having a guide slot therein; a roller on said arm confined withinsaid guide slot; a. floating lever pivoted on said arm and adapted tooperate said brake control memher; and means actuated by said pedal foroperating said throttle control member and diseni

